During climb the crew noticed that EPR for both engines did not align. The right engine EPR was lowe...

Narrative:

During our climb out above 10000 ft we began to notice a slight split in the EPR's. As the climb progressed we began to notice the split becoming greater. The right EPR appeared to be less than the left. All other engine parameters appeared matched and normal. The airplane began to preform sluggishly as the climb progressed. I began to run the QRH. I turned on the engine ice as instructed; with no effect on the EPR split. At this point we were unable to sustain a normal high speed climb and asked for a level off while I contacted the company. We initially determined that the right EPR had failed. But during the discussion with dispatch and maintenance control we realized that it was the left EPR that was indicating high and that the right EPR should be used to set engine thrust. After confirming with maintenance control that we were safe to continue with the right EPR as our guide and the flight continued with no other incidents. At no time did the engines exceed any limitations. The crew worked together very well. The [commercial radio connection] presented some challenges being difficult to hear sometimes.

Original NASA ASRS Text

Title: During climb the crew noticed that EPR for both engines did not align. The Right engine EPR was lower and it was determined that it was correct. Aligned the left engine's N1 with the right engine.

Narrative: During our climb out above 10000 ft we began to notice a slight split in the EPR's. As the climb progressed we began to notice the split becoming greater. The right EPR appeared to be less than the left. All other engine Parameters appeared matched and normal. The airplane began to preform sluggishly as the climb progressed. I began to run the QRH. I turned on the engine Ice as instructed; with no effect on the EPR split. At this point we were unable to sustain a normal high speed climb and asked for a level off while I contacted the company. We initially determined that the right EPR had failed. But during the discussion with Dispatch and Maintenance Control we realized that it was the left EPR that was indicating high and that the right EPR should be used to set engine thrust. After confirming with Maintenance Control that we were safe to continue with the right EPR as our guide and the flight continued with no other incidents. At no time did the engines exceed any limitations. The crew worked together very well. The [commercial radio connection] presented some challenges being difficult to hear sometimes.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1330917
Time
Date	201508
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.ARTCC
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	MD-80 Series (DC-9-80) Undifferentiated or Other Model
Operating Under FAR Part	Part 121
Flight Phase	Climb
Flight Plan	IFR
Component
Aircraft Component	Engine Pressure Ratio Indicat
Person 1
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Person 2
Function	Pilot Flying First Officer
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Aircraft Equipment Problem Less Severe

During climb the crew noticed that EPR for both engines did not align. The right engine EPR was lower and it was determined that it was correct. Aligned the left engine's N1 with the right engine.